KR20060047985A - Shift control apparatus for continuously variable transmission - Google Patents

Abstract

Provided is a shift control apparatus for a continuously variable transmission capable of obtaining a feeling of operation as in normal driving, regardless of the remaining charge of the battery.

In step S1, the remaining charge amount M of the battery 74 is detected. In step S2, when it is determined that the vehicle is in a stopped state, the flow advances to step S3, where the remaining charge amount M is compared with the reference remaining amount Mref. If the remaining charge amount M is less than the reference remaining amount Mref, the flow proceeds to step S4, where the current shift pattern is a first pattern adopted when the remaining charge amount is sufficient and a second adopted when the remaining charge amount is insufficient. One of the patterns is determined. If it is other than the second pattern, the process proceeds to step S5 where the shift pattern is changed from the current first pattern to the second pattern.

Description

SHIFT CONTROL APPARATUS FOR CONTINUOUSLY VARIABLE TRANSMISSION}

1 is a side view of a hybrid vehicle according to the present invention.

FIG. 2 is a block diagram showing the system configuration of the motorcycle shown in FIG. 1.

3 is a cross-sectional view of the power unit of the two-wheeled vehicle shown in FIG. 1.

4 is an enlarged view of a main part of FIG. 3.

5 is a diagram showing a shift pattern according to the first embodiment of the present invention.

6 is a flowchart showing the procedure of shift pattern control.

It is a figure which shows the shift pattern which concerns on 2nd Embodiment of this invention.

8 is a diagram illustrating a shift pattern according to the third embodiment of the present invention.

9 is a view showing an example of a conventional shift pattern.

<Explanation of symbols for the main parts of the drawings>

11: power unit 12: DBW system

20: engine 21b: drive motor

23: continuously variable transmission 36: engine speed sensor

44: one-way clutch 60: drive shaft

62: driven electric pulley 77: variable speed motor

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a speed change control apparatus for a continuously variable transmission, and more particularly, to a speed change control apparatus for a continuously variable transmission including a shift actuator for shifting a speed ratio of the continuously variable transmission regardless of the engine speed.

Electric vehicles powered by a motor have the advantage of being free from air pollution and having a low noise pollution, and having good acceleration and deceleration responsiveness, compared to conventional cars powered by an engine. The mounted hybrid vehicle is put into practical use.

As such a hybrid vehicle, a "series hybrid system" in which only a motor is used as a power and the engine is used only as a power for generating power to charge a battery, and a motor and an engine are used together as a vehicle's power, and both are used depending on driving conditions and the like. The "parallel hybrid system" and the "series parallel combination type" which use the said 2 systems according to a traveling situation are generally known.

In such a hybrid vehicle, a belt type continuously variable transmission is often adopted as an automatic transmission. The belt-type continuously variable transmission is composed of a drive side pulley connected to an output shaft of a power source, a driven side pulley connected to a drive shaft, and an endless belt spanned between these pulleys, and a drive side pulley with centrifugal force generated by rotation of the output shaft. The shift ratio is changed by displacing the radius.

In the conventional belt type continuously variable transmission, Patent Literature 1 provides a transmission actuator for displacing the radius of the driving side pulley separately, and can arbitrarily control the speed ratio of the belt type continuously variable transmission irrespective of the rotational speed of the output shaft. Electronically controlled beltless continuously variable transmissions, so-called electronic belt converters, have been developed.

FIG. 9 is a diagram showing an example of a shift pattern of a conventional electronic belt converter, and the relationship between the engine speed Ne, the vehicle speed V, and the speed ratio R of the continuously variable transmission is registered in advance. In the shift pattern, a low ratio control region in which the speed ratio R is set to a predetermined low ratio Rlow and the engine speed Ne is variably controlled in a low rotation region, and the speed ratio R is predetermined The top recipe control area in which the engine speed Ne is variably controlled in the high rotational area and the engine speed Ne is fixed at the boundary between the low rotational area and the high rotational area is set at the top ratio Rtop of the transmission ratio. Includes a shift control region that is variably controlled.

[Patent Document 1] Japanese Patent Application Laid-Open No. 2004-116672

In a system in which a generator is driven and generated by the power of an engine and charged with a battery, the remaining charge of the battery decreases, and as the charging current increases, the driving torque of the generator increases, thereby increasing the mechanical load of the engine. do. Therefore, if the driver wants to obtain the same driving performance as usual even when the battery has a low charge, the driver must open the throttle grip larger, which is different from the normal operation. I have received.

SUMMARY OF THE INVENTION An object of the present invention is to provide a shift control apparatus for a continuously variable transmission that solves the above-described problems of the prior art and obtains a normal feeling of operation regardless of the remaining battery charge.

In order to achieve the above object, the present invention provides a continuously variable transmission for transmitting power of an engine to a drive wheel, a shift actuator for shifting the continuously variable transmission, and the actuator so that a transmission ratio of the continuously variable transmission exhibits a predetermined shift pattern. A shift control apparatus for a continuously variable transmission provided with a shift ratio control means for controlling the feature is characterized in that the following means are taken.

(1) a battery monitoring means for detecting the remaining charge of the battery charged by the generator connected to the engine, characterized in that for changing the shift pattern in accordance with the remaining charge of the battery.

(2) characterized in that the shift ratio is lowered as the remaining charge of the battery is insufficient.

(3) The shift pattern includes a low ratio control region in which the speed ratio is set to a predetermined low recipe and the engine speed is controlled in a low revolution region, and the speed ratio is set in a predetermined top recipe and the engine speed is set in a high revolution region. A top control control region that is variably controlled, and a shift control region where the engine speed is fixed at the boundary between the low and high rotational regions and the transmission ratio is variably controlled, and the lower the remaining charge of the battery, the lower the ratio. The control region is characterized in that it extends to the high rotation side of the engine.

(4) The shift pattern is set in a low ratio control mode in which the speed ratio is set to a predetermined low ratio, and the engine speed is controlled in a low revolution region, and the speed ratio is set in a predetermined top recipe, and the engine speed is set in a high rotation region. A top control control region that is variably controlled, and a shift control region where the engine speed is fixed at the boundary between the low and high rotational regions and the transmission ratio is variably controlled, and the lower the remaining charge of the battery, the lower the ratio. It is characterized in that the speed ratio of the control region is further shifted to the low recipe side.

(5) The shift pattern is set in a low ratio control mode in which the speed ratio is set to a predetermined low recipe, and the engine speed is controlled in a low revolution region, and the speed ratio is set in a predetermined top recipe so that the engine speed is set in a high revolution region. A top control control region that is variably controlled, and a shift control region where the engine speed is fixed at the boundary between the low and high rotational regions and the transmission ratio is variably controlled, and the lower the remaining charge of the battery, the lower the ratio. The speed ratio of the control region is further shifted to the low recipe side, and the low recipe control region extends to the high rotation side of the engine.

(6) The continuously variable transmission is a belt type continuously variable transmission configured to span an endless belt between the driving side pulley and the driven side pulley, and the shift actuator is configured to change at least one belt winding diameter of the driving side pulley and the driven side pulley. It is characterized by.

(7) The shift pattern is not changed while driving.

EMBODIMENT OF THE INVENTION Hereinafter, with reference to drawings, embodiment of this invention is described in detail. 1 is a side view of an embodiment of a scooter type hybrid vehicle to which the present invention is applied.

The hybrid vehicle has a front fork 1 that axially supports the front wheels WF in front of the vehicle body, and the front fork 1 is pivotally supported by the head pipe 2, and is steered by the steering wheel 3. It becomes possible. The down pipe 4 is attached from the head pipe 2 toward the rear and downward, and the intermediate frame 5 extends substantially horizontally at the lower end of this down pipe 4. In addition, the rear frame 6 is formed from the rear end of the intermediate frame 5 toward the rear and upward.

One end of the power unit 11 including the engine and the drive motor as a power source is pivotally fixed to the vehicle body frame 10 configured as described above. The power unit 11 is rotatably mounted on the rear end of the rear end WR, which is a driving wheel, and is suspended by a rear cushion mounted to the rear frame 6.

The outer circumference of the vehicle body frame 10 is covered with the vehicle body cover 13, and the seat 14 on which the occupant is seated is fixed to the rear and the upper surface of the vehicle body cover 13. In front of the seat 14, the step floor 15 in which an occupant rests is formed. Under the seat 14, a storage box 100 that functions as a utility space for storing a helmet, a luggage, or the like is provided.

FIG. 2 is a diagram showing a system configuration of the hybrid vehicle, wherein the power unit 11 includes an engine 20, an ACG starter motor 21a that functions as an engine starter and a generator, and a crankshaft 22. As shown in FIG. And a continuously variable transmission (power transmission means) 23 for transmitting power of the engine 20 to the rear wheel WR, a shifting motor 77 as a shift actuator for shifting the continuously variable transmission 23, and a crank. An oscillation clutch 40 for unilaterally transmitting power transmission between the shaft 22 and the input shaft of the continuously variable transmission 23, a drive motor 21b that functions as an actuator or a generator, an engine 20, and a drive motor. Power is transmitted to the rear wheel WR side at 21b, but the output of the one-way clutch 44 and the continuously variable transmission 23 at which the power is not transmitted to the engine 20 side at the rear wheel WR is reduced to the rear wheel WR. It is provided with the deceleration mechanism 69 to transfer to. The rotation speed Ne of the engine 20 is detected by the engine speed sensor 36.

Power of the engine 20 is transmitted from the crankshaft 22 to the rear wheel WR through the oscillation clutch 40, the continuously variable transmission 23, the one-way clutch 44, the drive shaft 60, and the reduction mechanism 69. do. On the other hand, the power of the drive motor 21b is transmitted to the rear wheel WR through the drive shaft 60 and the reduction mechanism 69. That is, in this embodiment, the drive shaft 60 also serves as the output shaft of the drive motor 21b.

The battery 74 is connected to the ACG starter motor 21a and the drive motor 21b. The battery 74 supplies electric power to these motors 21a and 21b when the drive motor 21b functions as an actuator and when the ACG starter motor 21a functions as a starter. When the 21a) and the drive motor 21b function as generators, these regenerative powers are configured to be charged. The voltage sensor 37 detects terminal data Vbat of the battery 74.

In the intake pipe 16 of the engine 20, a throttle valve 17 for controlling the amount of air is provided freely for rotation. This throttle valve 17 is rotated according to the operation amount of the throttle grip (not shown) which an occupant operates. Moreover, in this embodiment, the DBW (drive-by-wire) system 12 is mounted, and the said throttle valve 17 can also be controlled automatically based on engine speed, vehicle speed, etc. irrespective of a passenger's operation. Do. Between the throttle valve 17 and the engine 20, an injector 18 for injecting fuel and a negative pressure sensor 19 for detecting negative pressure in the intake pipe are disposed.

The control unit 7 controls the speed ratio control unit 7a for controlling the speed change motor 77 so that the speed ratio of the continuously variable transmission 23 exhibits a predetermined shift pattern, and the state of charge of the battery 74 is measured using the voltage sensor ( A battery monitoring unit 7b that determines based on the battery voltage Vbat detected by 37), and a shift pattern registration unit 7c in which the shift pattern of the continuously variable transmission 23 is registered.

Next, with reference to FIG. 3, the structure of the power unit 11 containing the engine 20 and the drive motor 21b is demonstrated.

The engine 20 is provided with the piston 25 connected to the crankshaft 22 via the connecting rod 24. As shown in FIG. The piston 25 is slidable in the cylinder 27 provided in the cylinder block 26, and the cylinder block 26 is arrange | positioned so that the axis line of the cylinder 27 may be substantially horizontal. The cylinder head 28 is fixed to the front surface of the cylinder block 26, and a combustion chamber 20a for burning the mixer with the cylinder head 28 and the cylinder 27 and the piston 25 is formed.

In the cylinder head 28, a valve (not shown) for controlling the intake or exhaust of the mixer to the combustion chamber 20a and the spark plug 29 are disposed. Opening and closing of the valve is controlled by the rotation of the cam shaft 30 axially supported by the cylinder head 28. The cam shaft 30 has a driven sprocket 31 at one end, and an endless cam chain 33 is interposed between the driven sprocket 31 and the drive sprocket 32 provided at one end of the crankshaft 22. . At one end of the camshaft 30, a water pump 34 for cooling the engine 20 is provided. The water pump 34 is mounted so that the rotation shaft 35 rotates integrally with the cam shaft 30. Therefore, when the camshaft 30 rotates, the water pump 34 can be operated.

The stator case 49 is connected to the vehicle width direction right side of the crankcase 48 which supports the crankshaft 22 axially, and the ACG starter motor 21a is accommodated inside it. The ACG starter motor 21a is a so-called outer rotor type motor, and the stator is formed of a coil 51 wound around the teeth 50 fixed to the stator case 49. On the other hand, the outer rotor 52 is fixed to the crankshaft 22 and has a substantially cylindrical shape covering the outer periphery of the stator. Moreover, the magnet 53 is arrange | positioned at the inner peripheral surface of the outer rotor 52. As shown in FIG.

The outer rotor 52 is provided with a fan 54a for cooling the ACG starter motor 21a. When the fan 54a rotates in synchronization with the crankshaft 22, the cover of the stator case 49 is attached. Cooling air is blown in from the cooling wind blowing inlet formed in the side surface 55a of the 55.

A transmission case 59 is connected to the left side of the crankcase 48 in the vehicle width direction, and therein, a crankshaft 22 is formed through a fan 54b and an oscillation clutch 40 fixed to the left end of the crankshaft 22. ), The continuously variable transmission 23 connected to the drive side and the drive motor 21b connected to the driven side of the continuously variable transmission 23 are housed. The fan 54b cools the continuously variable transmission 23 and the drive motor 21b housed in the transmission case 59. The fan 54b is the same side as the drive motor 21b with respect to the continuously variable transmission 23, that is, in this embodiment, All are arranged on the left side of the vehicle width direction.

The cooling wind inlet 59a is formed in the vehicle body front and left side of the transmission case 59, and when the fan 54b rotates in synchronization with the crankshaft 22, the cooling located in the vicinity of this fan 54b. Outside air is blown into the transmission case 59 by the air blowing inlet 59a, and the drive motor 21b and the continuously variable transmission 23 are forcibly cooled.

The continuously variable transmission 23 includes a drive side electric pulley 58 mounted on the left end of the crankshaft 22 protruding from the crankcase 48 in the vehicle width direction via the oscillation clutch 40, and the crankshaft 22. Stepless endless V-belts (endless belts) 63 between driven-side electric pulleys 62 mounted on the drive shaft 60 axially supported by the transmission case 59 and axially supported by the transmission case 59 via one-way clutch 44. It is a belt conveyor that is configured to roll up.

The drive-side electric pulley 58 is rotatably mounted in the circumferential direction with respect to the crankshaft 22 via the sleeve 58d and fixed on the sleeve 58d, as shown in the enlarged view of the main part of FIG. 4. The side fixed pulley half body 58a and the sleeve 58d are provided with the drive side movable pulley half body 58c which is slidably movable in the axial direction but is rotatably mounted in the circumferential direction. The shift ring 57 is rotatably mounted to the drive side movable pulley half body 58c via a bearing 56.

In the shifting ring 57, a gear 61 is formed along the circumferential direction at the outer circumferential large diameter portion thereof, and a trapezoidal screw 65 is formed along the axial direction on the inner circumference thereof. The trapezoidal screw 65 engages with the trapezoidal screw 65 mounted freely in the circumferential direction with respect to the sleeve 58d via the bearing 66 but unable to slide in the axial direction. A worm wheel 75 engages with the gear 61 of the shifting ring 57, and a worm gear 76 connected with the rotation shaft of the transmission motor 77 for controlling the speed ratio engages with the worm wheel 75. have.

On the other hand, the driven side pulley 62 has a driven side fixed pulley half body 62a mounted on the drive shaft 60 via the sleeve 62d in the axial direction but freely rotatable in the circumferential direction, On the sleeve 62d, a driven side movable pulley half body 62b is mounted to be slidably movable in the axial direction thereof.

The cross section formed between these drive side fixed pulley half body 58a and drive side movable pulley half body 58c and between the driven side fixed pulley half body 62a and the driven side movable pulley half body 62b is substantially V-shaped. An endless V-belt 63 is wound around the belt groove of the belt.

On the back side (left side of the vehicle width direction) of the driven side movable pulley half body 62b, the spring (elastic member) 64 which always elastically presses the driven side movable pulley half body toward the driven side fixed pulley half body 62a is provided. It is arranged.

When the transmission ratio of the automatic transmission 23 is changed, the transmission motor 77 is driven in the direction corresponding to the up / down of the transmission ratio. The driving force of the transmission motor 77 is transmitted to the gear 61 of the shift ring 57 through the worm gear 76 and the worm wheel 75, and rotates the shift ring 57. Since the shifting ring 57 engages with the sleeve 58d via the trapezoidal screws 65 and 67, if the rotational direction thereof is the shift up direction, the shifting ring 57 is positioned on the crankshaft 22. Is moved to the left in the drawing, and accompanying this, the driving side pulley half body 58c slides toward the driving side fixed pulley half body 58a. Since the drive side movable pulley half body 58c approaches the drive side fixed pulley half body 58a by this slide movement, and the groove width of the drive side electric pulley 58 decreases, the drive side electric pulley 58 and V are reduced. The contact position with the belt 63 shifts to the radially outer side of the drive side electric pulley 58, and the winding diameter of the V belt 63 increases. In connection with this, in the driven side electric pulley 62, the groove width formed by the driven side fixed pulley half body 62a and the driven side movable pulley half body 62b increases. That is, according to the rotation speed of the crankshaft 22, the winding diameter (transmission pitch diameter) of the V belt 63 changes continuously, and a transmission ratio changes automatically and steplessly.

The oscillation clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 58d, an outer plate 40b fixed to the left end of the crankshaft 22, and an outer peripheral portion of the outer plate 40b. The shoe 40d mounted so as to face radially outward through the weight 40c, and the spring 40e for elastically pressing the shoe 40d radially inward are comprised.

When the engine speed, that is, the speed of the crankshaft 22 is less than or equal to a predetermined value (for example, 3000 rpm), power transmission between the crankshaft 22 and the continuously variable transmission 23 is blocked by the start clutch 40. It is. When the engine speed rises and the rotation speed of the crankshaft 22 exceeds the predetermined value, the centrifugal force acting on the weight 40c counteracts the elastic force acting radially inward by the spring 40e and thus the weight 40c. ) Moves radially outward so that the shoe 40d is pressed against the inner circumferential surface of the outer case 40a with a force of a predetermined value or more. Thereby, rotation of the crankshaft 22 is transmitted to the sleeve 58d via the outer case 40a, and the drive side electric pulley 58 fixed to this sleeve 58d is driven.

The one-way clutch 44 includes the cup-shaped outer clutch 44a, the inner clutch 44b coaxially inserted into the outer clutch 44a, and the inner clutch 44b with respect to the outer clutch 44a. The roller 44c which can transmit power in only one direction is provided. The outer clutch 44a also serves as an inner rotor body of the drive motor 21b, and is constituted of the same member as the inner rotor body.

The power on the engine 20 side transmitted to the driven side electric pulley 62 of the continuously variable transmission 23 is the driven side fixed pulley half body 62a, the inner clutch 44b, the outer clutch 44a, that is, the inner rotor body, the drive shaft. While the power is transmitted to the rear wheel WR through the 60 and the reduction mechanism 69, the power on the rear wheel WR side when the vehicle is pressurized or when the regenerative operation is performed is performed by the reduction mechanism 69, the drive shaft 60, and the inner. The rotor body, i.e., the outer clutch 44a, is transmitted. However, since the outer clutch 44a revolves about the inner clutch 44b, it is not transmitted to the continuously variable transmission 23 and the engine 20.

An inner rotor type drive motor 21b having the drive shaft 60 as the motor output shaft is provided on the vehicle body rear side of the transmission case 59. The inner rotor 80 has a drive shaft 60, which is also an output shaft of the continuously variable transmission 23, and an inner rotor body spline-coupled with the drive shaft 60 at the boss portion 80b formed in the center thereof in a cup shape, that is, the inner A clutch 44b is provided, and a magnet is disposed on the outer circumferential surface of the inner clutch 44b on the opening side.

3, the reduction mechanism 69 is provided in the transmission chamber 70 continuous to the right side of the rear end of the transmission case 59, and is parallel to the axle 68 of the drive shaft 60 and the rear wheel WR. A first reduction gear pair 71, an intermediate shaft 73, and an axle (provided with an intermediate shaft 73 supported on the shaft) and formed respectively at the right end of the drive shaft 60 and the center of the intermediate shaft 73. The second reduction gear pair 72 formed in the left end part of 68 is comprised. By this configuration, the rotation of the drive shaft 60 is decelerated at a predetermined reduction ratio and transmitted to the axle 68 of the rear wheel WR axially supported in parallel thereto.

In a hybrid vehicle having the above configuration, the engine is rotated at the time of starting the engine by using the ACG starter motor 21a on the crankshaft 22. At this time, the oscillation clutch 40 is not connected, and the transmission of power from the crankshaft 22 to the continuously variable transmission 23 is interrupted | blocked.

When the throttle grip is operated to open, only the drive motor 21b is powered while the throttle opening degree θth is small in this embodiment. Since the rotation of the drive shaft 60 by the drive motor 21b is not transmitted to the driven side electric pulley 62 by the one-way clutch 44, the continuously variable transmission 23 is not driven. As a result, when driving the rear wheels WR with only the drive motor 21b, the energy transfer efficiency is improved.

When the throttle opening degree θth increases to increase the engine speed, and the rotation speed of the crankshaft 22 exceeds a predetermined value (for example, 3000 rpm), the rotational power of the crankshaft 22 passes through the oscillation clutch 40. It is transmitted to 23 and input to the one-way clutch 44. When the rotational speed of the input side of the one-way clutch 44 and the rotational speed of the output side, that is, the drive shaft 60 coincide, the power is switched from the drive motor 21b to the engine 20.

FIG. 5 is a diagram showing a shift pattern according to the first embodiment of the present invention. Here, the shift pattern (first pattern) when the remaining charge amount of the battery 74 is sufficient is indicated by a broken line, and the remaining charge amount is shown in FIG. 5. The shift pattern (second pattern) when insufficient is shown by a solid line.

In the present embodiment, if it is determined that the charge remaining amount is insufficient, the low ratio control area is extended to the high rotation side of the engine, and in particular, in the medium speed travel area, the transmission ratio when the remaining charge amount of the battery 74 is insufficient is reduced. It is made lower than the transmission ratio in the case of sufficient charge remaining amount.

FIG. 6 is a flowchart showing a procedure of shift pattern control for changing the shift pattern based on the remaining charge amount M of the battery 74, and mainly shows the operation of the control unit 7.

In step S1, the battery monitoring unit 7b detects the charge remaining amount M of the battery 74 based on the battery voltage Vbat detected by the voltage sensor 37 or the history thereof. In step S2, it is determined based on the vehicle speed V, for example, whether the vehicle is in the stopped state.

If it is determined that the vehicle is in the stopped state, the process proceeds to step S3, where the charge remaining amount M is compared with the reference residual amount Mref registered as a threshold for changing the shift pattern. Here, if the remaining charge amount M is less than the reference remaining amount Mref, the process proceeds to step S4, where the current shift pattern is a first pattern that is employed when the remaining charge amount is sufficient (the shift pattern shown by a dotted line in FIG. 5). ) And the second pattern (shifting pattern shown by solid line in FIG. 5) to be employed when the remaining charge is insufficient. If it is other than the second pattern, the process proceeds to step S5 where the shift pattern is changed from the current first pattern to the second pattern. Therefore, after this, the speed ratio will be controlled according to the second pattern shown by the solid line in FIG.

In contrast, in step S3, if it is determined that the charge remaining amount M is not lower than the reference remaining amount Mref, the flow proceeds to step S6. In step S6, it is determined which of the first and second patterns is the shift pattern. If the shift pattern is other than the first pattern, the flow advances to step S7, where the shift pattern is changed from the current second pattern to the first pattern.

As described above, in the present embodiment, even if the remaining charge of the battery 74 decreases and the shift pattern is changed from the first pattern to the second pattern, after the charge is promoted and the remaining charge returns, the shift pattern is the second pattern. Is returned to the first pattern. Therefore, after this, the speed ratio will be controlled in accordance with the first pattern shown by broken lines in FIG. 5.

FIG. 7 is a diagram showing a shift pattern according to the second embodiment of the present invention, wherein the shift pattern (the first pattern) when the remaining charge of the battery is sufficient is shown by a broken line, and the remaining charge is insufficient. The shift pattern (second pattern) of is shown by the solid line.

In the present embodiment, when it is determined that the remaining charge is insufficient, the speed ratio Rlow of the low recipe control region is made lower than that when the remaining charge is determined to be sufficient. The transmission ratio when the residual amount is insufficient is made lower than the transmission ratio when the charging residual amount is sufficient.

FIG. 8 is a diagram showing a shift pattern according to the third embodiment of the present invention, wherein the shift pattern (first pattern) when the remaining charge of the battery is sufficient is shown by a broken line, and the remaining charge is insufficient. The shift pattern (second pattern) of is shown by the solid line.

In the present embodiment, as the remaining charge of the battery decreases, the speed ratio Rlow of the low recipe control region is further shifted to the low recipe side as in the second embodiment, and the low recipe is the same as the first embodiment. By extending the control region to the high rotation side of the engine, the speed ratio when the battery has insufficient charge remaining in both the low speed and the medium speed driving region is lower than the speed ratio when the battery has sufficient charge remaining.

In the above embodiment, the second shift pattern is selected when the remaining charge of the battery is insufficient. However, the present invention is not limited to this, but the shift pattern employed when the remaining charge of the battery is insufficient. A plurality of gears may be prepared in accordance with the degree of lack of charge, and an optimal shift pattern may be employed in accordance with the remaining charge level, so that in the case of a serious lack of charge, it may be controlled at a lower speed ratio.

According to this invention, the following effects are achieved.

(l) According to the invention of claim 1, since the shift pattern of the automatic transmission is changed in accordance with the remaining charge of the battery, when the remaining charge of the battery is insufficient, the transmission ratio is shifted to the low ratio side in comparison with a sufficient case. Even if the remaining charge of the battery is insufficient and the drive torque of the generator rises and the mechanical load of the engine increases accordingly, the lack of torque of the engine is compensated for by the transmission ratio, so that a feeling of operation as in normal driving can be obtained. .

(2) According to the invention of claim 2, the less the remaining charge of the battery, the lower the speed ratio, so that the remaining charge of the battery is insufficient and the drive torque of the generator rises, thereby increasing the mechanical load of the engine. Even if the torque shortage of the engine is compensated for by the speed ratio, the operation feeling as in normal driving can be obtained.

(3) According to the invention of claim 3, the lower the remaining charge control area of the battery is extended to the high rotation side of the engine, and as a result, the shift ratio in the shift control area is lowered, so that the medium speed travel In this area, the same operational feeling as in normal driving can be obtained regardless of the remaining charge of the battery.

(4) According to the invention of claim 4, the less the remaining charge of the battery is, the more the speed ratio of the low recipe control area is shifted to the low recipe side. The transmission ratio can be made lower than the transmission ratio in the case where the charge remaining amount is sufficient. Therefore, especially in the low-speed driving region, it is possible to obtain a feeling of operation as in normal driving regardless of the remaining charge of the battery.

(5) According to the invention of claim 5, as the remaining charge of the battery decreases, the speed ratio of the low recipe control region is further shifted to the low recipe side, and the low recipe control region is extended to the high rotational side of the engine. As a result, in the low speed and medium speed driving regions, the shift ratio when the remaining charge of the battery is insufficient can be lower than the shift ratio when the remaining charge is sufficient. Therefore, in the low speed and the medium speed driving region, the operation feeling as in normal driving can be obtained regardless of the remaining charge of the battery.

(6) According to the invention of claim 6, in the existing vehicle equipped with a belt continuously variable transmission and a shift actuator, the operation feeling as in normal driving can be obtained simply by changing the control system, regardless of the remaining charge of the battery. Will be.

(7) According to the invention of claim 7, since the shift pattern does not change even when the remaining charge of the battery falls below the threshold during driving, the running sensation does not change during driving.

Claims (7)

A continuously variable transmission that transmits power of the engine to the driving wheels, A shift actuator for shifting the continuously variable transmission; In the speed change control device of a continuously variable transmission comprising a speed ratio control means for controlling the actuator so that the speed ratio of the continuously variable transmission exhibits a predetermined shift pattern. Battery monitoring means for detecting the remaining charge of the battery charged by the generator connected to the engine, The shift control apparatus of the continuously variable, characterized in that the shift pattern is changed according to the remaining charge of the battery. The shift control apparatus according to claim 1, wherein the shift pattern changes so that a shift ratio becomes lower as the remaining charge of the battery is insufficient. The method of claim 1 or 2, wherein the shift pattern, A low recipe control region in which the speed ratio is set to a predetermined low recipe and the engine speed is controlled in a low revolution region; A top recipe control region in which the speed ratio is set to a predetermined top recipe and the engine speed is controlled in a high revolution region; An engine speed is fixed at a boundary between the low and high speed regions, and a speed change control region in which a speed ratio is variably controlled; The less the remaining charge of the battery, the low speed control region of the continuously variable transmission, characterized in that the extended to the high rotation side of the engine. The method of claim 1 or 2, wherein the shift pattern, A low recipe control region in which the speed ratio is set to a predetermined low recipe and the engine speed is controlled in a low revolution region; A top recipe control region in which the speed ratio is set to a predetermined top recipe and the engine speed is controlled in a high revolution region; An engine speed is fixed at a boundary between the low and high speed regions, and a speed change control region in which a speed ratio is variably controlled; And the less the remaining charge of the battery is, the shift ratio of the low recipe control region is shifted to the low recipe side. The method of claim 1 or 2, wherein the shift pattern, A low recipe control region in which the speed ratio is set to a predetermined low recipe and the engine speed is controlled in a low revolution region; A top recipe control region in which the speed ratio is set to a predetermined top recipe and the engine speed is controlled in a high revolution region; An engine speed is fixed at a boundary between the low and high speed regions, and a speed change control region in which a speed ratio is variably controlled; And the less the remaining charge of the battery, the speed ratio of the low recipe control region is shifted to the low recipe side, and the low recipe control region is extended to the high rotation side of the engine. The said continuously variable transmission is a belt type continuously variable transmission comprised between the drive side pulley and the driven side pulley, The belt type continuously variable transmission of Claim 1 or 2, And the shift actuator changes at least one belt winding diameter of the drive side pulley and the driven side pulley. The shift control apparatus for a continuously variable transmission according to claim 1 or 2, wherein the shift pattern does not change during driving.

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